JPWO2012137844A1 - Aircraft engine - Google Patents

Abstract

Provided is an aircraft engine that can suppress an increase in size by making it possible to directly support an auxiliary machine without interposing an accessory gear box. The aircraft engine (E) has a base end portion connected to the engine rotation shaft, extends radially outward of the engine (E), and a take-out shaft (11) to which the auxiliary device (1) is connected to the tip portion. And a mounting pad (12) provided on the engine body (FC) to which the auxiliary machine (1) is mounted. The mounting pad (12) forms the outer periphery of the opening (48) that penetrates the take-out shaft (11), and the opening (48) further includes a cover (47) that penetrates the take-out shaft (11), It is closed by a seal member (49) that seals between the cover (47) and the take-out shaft (11).

Description

Related applications

  This application claims the priority of Japanese Patent Application No. 2011-085428 for which it applied to Japan on April 7, 2011, The whole is referred as what makes a part of this application by reference.

  The present invention relates to an aircraft engine including an auxiliary machine driven by an engine rotation shaft.

  Conventionally, aircraft auxiliary equipment such as power generators and various pumps are supported by an engine body via an accessory gear box (AGB) and connected to the engine rotation shaft through the accessory gear box. (See Patent Documents 1 and 2).

US Pat. No. 7,386,983 US Pat. No. 7,707,909

  However, in recent years, auxiliary machines attached to aircraft engines have tended to increase in size, and along with the increase in the size of these auxiliary machines, the size of accessories and gear boxes for supporting them has increased. In particular, in the power generation apparatus which is one of the aircraft auxiliary machines, the output has been about 90 kVA in the past, but with the recent progress of electrification in the aircraft, a large power generation capacity of 200 kVA or more is required. It tends to become larger. In addition to the increase in the size of the auxiliary machine, when the number of auxiliary machines is increased, the accessories and gearboxes for supporting these machines are also increased in size. This leads to an increase in overall weight, an increase in cost, and an increase in air resistance.

  Therefore, the present invention enables the auxiliary machine to be directly supported by the engine body without interposing an accessory gearbox, and can increase the size of the auxiliary machine and increase the number of attachments. An object is to provide an aircraft engine that can be suppressed.

  In order to achieve the above object, an aircraft engine according to the present invention is an aircraft engine including an auxiliary machine driven by an engine rotation shaft, and a base end portion of the aircraft engine is coupled to the engine rotation shaft. A take-out shaft extending outward in the radial direction and having the tip connected to the auxiliary machine; and a mounting pad provided on the engine body to which the auxiliary machine is attached; An outer periphery of an opening to be penetrated is formed, and the opening is closed by a cover for penetrating the take-out shaft and a seal member for sealing between the cover and the take-out shaft.

  In this aircraft engine, since the accessory is coupled to the mounting pad of the engine body and supported by the engine body, there is no need to intervene existing accessories and gear boxes between the accessory and the engine body. Therefore, even if the shape of the auxiliary machine is increased or the number of attached auxiliary machines is increased, the accessory / gearbox is not required, and the increase in the overall shape of the engine is suppressed. The auxiliary machine is connected to the take-out shaft that penetrates the cover in the opening of the mounting pad, and is driven by the engine rotation shaft through the take-out shaft. In this engine, if the mounting pad provided on the engine body has a large diameter, even if the accessory is enlarged, the accessory case of the accessory is firmly supported by the large diameter mounting pad. be able to. Even when the mounting pad has a large diameter, since the opening inside the mounting pad is closed by the cover and the seal member, foreign matter does not enter the engine body from the opening.

  In this invention, it is preferable that the said attachment pad is faced | matched with the auxiliary machine flange formed in the said auxiliary machine, and is couple | bonded with the coupling tool. Thereby, since an auxiliary machine flange is combined in the state where it was abutted with an attachment pad of an engine body, an auxiliary machine can be firmly attached to an engine body.

  When a coupling band is used as the coupling tool in the present invention, the auxiliary machine can be supported on the engine body by an easy operation of covering the coupling pad and the auxiliary machine flange that are in contact with each other from the outside.

  Bolts and nuts can also be used as the couplers in the present invention. Thereby, the attachment pad and auxiliary machine flange which were faced | matched mutually can be firmly connected by fastening of a volt | bolt and a nut.

  In the present invention, it is preferable that the take-out shaft is connected to a low-pressure shaft constituting a part of the engine rotation shaft. As a result, the auxiliary machine is rotationally driven by the low-pressure shaft having a small restriction on the take-off load, unlike the high-pressure shaft that has a restriction on the take-out load in order to prevent engine stall, so that the capacity can be increased.

  In the present invention, the auxiliary machine is, for example, a power generator. In this case, even if a large power generation capacity is required and the power generation device is increased in size, the increase in size of the entire engine is suppressed.

  In the present invention, the take-out shaft is preferably splined to the input shaft of the auxiliary machine. As a result, the take-out shaft is connected to the input shaft of the auxiliary machine so as to be integrally rotatable and detachable in the axial direction, so that the auxiliary machine can be easily connected to and disconnected from the engine rotary shaft.

  Any combination of at least two configurations disclosed in the claims and / or the specification and / or drawings is included in the present invention. In particular, any combination of two or more of each claim in a claim is included in the present invention.

The present invention will be understood more clearly from the following description of preferred embodiments with reference to the accompanying drawings. However, the embodiments and drawings are for illustration and description only and should not be used to define the scope of the present invention. The scope of the invention is defined by the appended claims. In the accompanying drawings, the same reference numerals in a plurality of drawings denote the same parts.
It is a schematic side view which shows the connection state of the auxiliary machine in the aircraft engine which concerns on 1st Embodiment of this invention. It is the schematic which shows schematic structure of the aircraft power generator which is an example of an auxiliary machine same as the above. It is a front view which shows the engine for aircrafts same as the above. It is a perspective view which shows the electric power generator for aircrafts same as the above. It is a disassembled perspective view which shows the relative arrangement | positioning of the engine main body of an aircraft engine same as the above, and the aircraft power generation device. It is sectional drawing of the connection location of the aircraft power generator in the aircraft engine same as the above. It is a longitudinal cross-sectional view of an aircraft power generator same as the above. It is a front perspective view which shows the structure in the case of the generator apparatus for aircrafts same as the above. It is sectional drawing of the connection location of the aircraft power generator in the aircraft engine which concerns on 2nd Embodiment of this invention.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a configuration diagram schematically showing a state in which a power generation device 1 that is a kind of an auxiliary machine in an aircraft engine E according to a first embodiment of the present invention is connected. The engine E is a two-shaft fan engine having a high pressure shaft 7 and a low pressure shaft 9 as engine rotation shafts. The engine body EB includes a compressor 2, a combustor 3, a turbine 4, and a fan 10 as main components, and further a main body case BC that covers the compressor 2, the combustor 3, and the turbine 4, and a fan that covers the fan 10. Case FC is provided. Fuel is mixed with compressed air supplied from the compressor 2 and burned in the combustor 3, and high-temperature and high-pressure combustion gas generated by the combustion is supplied to the turbine 4.

  The turbine 4 has a front-side high-pressure turbine 41 and a rear-side low-pressure turbine 42, and the compressor 2 is connected to the high-pressure turbine 41 through a hollow high-pressure shaft 7, and is driven to rotate by the high-pressure turbine 41. Is done. The fan 10 is connected to a low-pressure turbine 42 through a low-pressure shaft 9 inserted through a hollow portion of the high-pressure shaft 7, and is driven to rotate by the low-pressure turbine 42. The high pressure shaft 7 and the low pressure shaft 9 have a concentric arrangement with a common engine shaft center C. Thus, engine thrust is obtained by the jet flow of the combustion gas injected from the low-pressure turbine 42 and the high-speed air flow generated by the fan 10.

  A bevel gear 8A is provided behind the fan 10 in the low pressure shaft 9, and a bevel gear 8B meshing with the bevel gear 8A is a base end portion of the first connecting shaft 11 (extraction shaft) extending in the radial direction of the low pressure shaft 9. Is provided. An input shaft (transmission mechanism input shaft), which will be described later, of the power generator 1 is connected to the distal end portion of the first connecting shaft 11, and the power generator 1 is driven by rotation transmission from the low pressure shaft 9. . In other words, in the conventional general aircraft power generation apparatus, the high pressure shaft 7 is used as the rotating shaft of the engine E that drives the power generation apparatus 1. Used as a rotating shaft to drive. The first connecting shaft 11 has an axial center along the radial direction of the low-pressure shaft 9 which is one of the engine rotation shafts. The tip of the first connecting shaft 11 is an accessory like a conventional device. -It is directly connected with the input shaft of the electric power generating apparatus 1 of FIG. 1 without interposing a gear box.

  In this embodiment, the power generator 1 is attached to a fan case FC, which is a part of the engine body EB of the engine E, via a mounting pad 12, and details thereof will be described later. As in the conventional apparatus, one end portion of the second connecting shaft 14 is gear-connected to the front end of the high-pressure shaft 7 via bevel gears 13A and 13B meshing with each other, and the other end of the second connecting shaft 14 is connected. An accessory gear box (AGB) 19 for driving other auxiliary machines 18 such as a fuel pump and an oil pump is connected to the section. Thus, the engine E includes the engine body EB, the power generator 1 supported by the engine body EB, the other auxiliary machines 18 and the accessory gear box 19.

  In FIG. 2, which is a schematic diagram showing a schematic configuration of the power generation device 1 connected as an auxiliary machine, one end portion is directly connected to the first connection shaft (extraction shaft) 11 of the engine E on the input side of the power generation device 1. A transmission mechanism input shaft 27 extending in the radial direction R (FIG. 1), and a shaft center connected to the transmission mechanism input shaft 27 and perpendicular to the first connection shaft 11 (in this example, the direction of the engine axis C). A transmission mechanism 21 for driving the transmission 22 is provided. The input shaft 27 is not limited to the one extending in the radial direction R (FIG. 1), and may be slightly inclined from the radial direction R. That is, the input shaft 27 only needs to have an axis along a direction intersecting with the engine axis C.

  The transmission mechanism 21 includes a transmission shaft 17 having an axis along the front-rear direction FR, a bevel gear 20A provided at the other end of the transmission mechanism input shaft 27, and a bevel gear provided at one end of the transmission shaft 17. A bevel gear 20B meshing with 20A, a transmission spur gear 23 provided at the other end of the transmission shaft 17, and a passive spur gear 24 provided on the transmission input shaft 28 and meshing with the transmission spur gear 23. ing. This passive spur gear 24 becomes an input gear of the transmission 22.

  An intermediate gear 32 is engaged with a transmission output gear 30 provided on the transmission output shaft 29, and is connected to the intermediate gear 32 so that a pump rotation shaft 31 of an oil pump 33 for lubricating oil rotates integrally. Has been. Further, a generator input gear 39 provided on the rotating shaft 38 of the generator 34 is engaged with the intermediate gear 32. The transmission 22 and the generator 34 are spaced apart from each other in the circumferential direction of the low-pressure shaft 9, that is, in the circumferential direction of the engine E. The transmission output gear 30, the intermediate gear 32, and the generator input gear 39 are all spur gears, but may be helical gears if a thrust bearing is provided.

  FIG. 3 is a front view showing a state where the aircraft power generator 1 is attached to the engine E. FIG. The power generator 1 is attached to the side of the fan case FC of the engine E. As apparent from FIG. 3, the power generation device 1 is formed in a vertically long outer shape that is thin with a small thickness when viewed from the direction of the engine axis C and has a large vertical dimension. As a result, the power generation device 1 can be attached to the side portion of the fan case FC of the engine E with a small protruding side. The engine E and the power generator 1 are covered with an engine nacelle N. However, you may attach the electric power generating apparatus 1 to the side surface of main body case BC behind the fan case FC. The fan case FC and the main body case BC form the engine case.

  As shown in FIG. 4, the auxiliary machine case 40 that houses the transmission 22, the generator 34, the oil pump 33, and the transmission mechanism 21 of the power generation device 1 has an opening 43 through which the transmission mechanism input shaft 27 passes. And an auxiliary machine flange 44 that surrounds the periphery of the opening 43 and a first cover 45 that has a through hole 45 a that allows the input shaft 27 to pass through at the center and closes the opening 43. A first seal member 46 that seals between the first cover 45 and the input shaft 27 is disposed in the through hole 45a. The first cover 45 is for preventing foreign matters from being mixed when the power generation apparatus 1 is stored or transferred, and may be omitted.

  On the other hand, as shown in FIG. 5, in the fan case FC of the aircraft engine E, together with the AGB 19 described above, an opening 48 that penetrates the first connecting shaft 11 and an outer periphery that surrounds the opening 48 are formed. Mounting pads 12 are provided.

  The power generator 1 is attached to a fan case FC, which is a part of the engine body EB, with a structure as shown in FIG. That is, the tip of the annular accessory flange 44 is overlapped with the tip of the mounting pad 12 of the fan case FC. In this state, an annular fitting protrusion 60 formed at the tip of the auxiliary machine flange 44 is fitted to the inner peripheral surface of the attachment pad 12, and the diameters of the openings 43 and 48 of the auxiliary machine flange 44 with respect to the attachment pad 12. Directional positioning has been made. The fitting protrusion 60 may be provided on the mounting pad 12.

  The front end portions of both the auxiliary machine flange 44 and the mounting pad 12 are formed with annular connecting projections 44a and 12a projecting radially outward, and the connecting projections 44a and 12a have a cross section as a coupling tool. A V-shaped clamp band 50 is attached. The mounting surfaces 12aa and 44aa opposite to the opposite sides of the connecting projections 12a and 44a of the mounting pad 12 and the accessory flange 44 are radially outward so as to match the inner surface shape of the clamp band 50. The taper is inclined. Thus, the auxiliary machine case 40 is fixed to the fan case FC, whereby the power generator 1 is attached to the engine E.

  An inner peripheral spline 11 a is formed on the inner peripheral surface of the distal end hole of the first connecting shaft 11, and an outer peripheral spline 27 a that fits the inner peripheral spline 11 a is formed on the outer peripheral surface of the distal end portion of the transmission mechanism input shaft 27. . By the engagement of both the splines 11a and 27a, the transmission mechanism input shaft 27 is connected to the first connecting shaft 11 so as to be integrally rotatable and detachable in the axial direction.

  The outer diameter side portion of the opening 48 is closed by a second cover 47 having a through hole 47a of the first connecting shaft 11 at the center. A second seal member 49 that seals the space between the second cover 47 and the first connecting shaft 11 in a liquid-tight manner is disposed in the through hole 47a. The second seal member 49 prevents foreign matter from entering the fan case FC when the engine E is stored or transferred. The periphery of the first connecting shaft 11 in the opening 48 is closed by the second cover 47 and the second seal member 49.

  As shown in FIG. 7, the power generator 1 includes a transmission mechanism input shaft 27 coupled to the first coupling shaft 11 gear-coupled to the low pressure shaft 9 of the engine E by spline engagement as shown in FIG. A continuously variable traction transmission 22 connected to the transmission mechanism input shaft 27 via the transmission mechanism 21; a generator 34 disposed below the traction transmission 22 and driven by the output of the traction transmission 22; An oil pump 33 for lubricating oil disposed between the traction transmission 22 and the generator 34 and driven by the output of the traction transmission 22 is provided. The transmission mechanism 21, the traction transmission 22, the generator 34, and the oil pump 33 have their axes C22, C34, and C33 parallel to each other and the longitudinal direction FR of the engine E, that is, the direction of the engine axis C. It is along. Even if the rotational speed of the low-pressure shaft 9 fluctuates due to the transmission 22, the generator 34 always rotates at a constant speed and outputs AC power having a constant frequency.

  Next, the operation of the aircraft engine E of the above embodiment will be described. The rotation of the low-pressure shaft 9 of the engine E shown in FIG. 1 is transmitted to the power generator 1 via the first connecting shaft 11 that is the take-out shaft and the transmission mechanism input shaft 27 shown in FIG. In the power generation device 1, power is transmitted from the transmission mechanism input shaft 27 to the generator 34 via the transmission mechanism 21, the traction transmission 22 and the intermediate gear 32, and power is generated by the rotation of the generator 34.

  Further, in the power generation device 1, the transmission mechanism input shaft 27 of FIG. 8 is disposed between the traction transmission 22 and the generator 34 in the circumferential direction of the low-pressure shaft 9, and therefore the traction transmission 22 having a relatively large weight. The transmission mechanism input shaft 27 is disposed between the generator 34 and the transmission mechanism input shaft 27, so that the transmission mechanism input shaft 27 is positioned near the center of gravity G shown in FIG. As a result, the overhang moment of the center of gravity G with respect to the mounting flange 44 that forms the mounting surface of the power generator 1 on the engine E is reduced, and the mounting of the power generator 1 on the engine E is stabilized.

  In this aircraft engine E, the power generator 1 which is a kind of auxiliary machine is coupled to and supported by the mounting pad 12 of the engine main body EB, so existing accessories and gear boxes are interposed between the power generator 1 and the engine main body EB. There is no need to intervene. Therefore, even if the shape of the generator 1 is increased or the number of auxiliary devices including the generator 1 is increased, the accessory / gearbox is not required, so the overall shape of the engine 1 is increased. It is suppressed.

  The power generator 1 is connected to a first connecting shaft (extraction shaft) 11 that passes through a cover 47 in the opening 48 of the mounting pad 12, and the low-pressure shaft 9 of the engine E is connected to the first connecting shaft 11. Rotation is transmitted to drive. Here, if the mounting pad 12 provided on the fan case FC has a large diameter shape, the auxiliary machine case 40 that forms the outer periphery of the power generation device 1 is enlarged even if the power generation device 1 is enlarged. The mounting pad 12 having a diameter can be firmly supported. Even in the case of such a large-diameter mounting pad 12, the opening 48 inside the mounting pad 12 is closed by the cover 47 and the seal member 49, so that the opening 48 allows the inside of the fan case FC, that is, the engine body EB. Foreign matter does not enter inside.

  Further, the aircraft engine E has an auxiliary machine flange 44 formed in the auxiliary machine case 40 of the power generator 1, and the auxiliary machine flange 44 is attached to the mounting pad 12 of the fan case FC. The auxiliary machine case 40 can be mounted on the fan by a simple operation such that the clamp band 50, which is a coupling tool, is put on the outside of the connecting protrusion 12a of the mounting pad 12 and the connecting protrusion 44a of the auxiliary machine flange 44 by abutting in the axial direction. Can be firmly attached to the case FC.

  Further, when a large load is taken out from the high-pressure shaft 7 connected to the compressor 2, engine stall is likely to occur at the time of low engine output (ground idle, during descent, etc.), while the power generator 1 has the first connection shaft. 11, the rotary drive is performed by the low-pressure shaft 9 with a small limit on the take-out load, so that large-capacity power generation can be performed. In addition, since the first connecting shaft 11 of the engine E is spline-coupled to the input shaft 27 of the power generator 1, the first connecting shaft 11 of the engine E can rotate integrally with the input shaft 27 of the power generator 1. And detachable in the axial direction. Therefore, the power generator 1 can be easily connected to and disconnected from the low pressure shaft 9.

  FIG. 9 is a cross-sectional view of a connecting portion of the power generator 1 in the aircraft engine according to the second embodiment of the present invention. This embodiment is different from the first embodiment in that the clamp band 50 of the first embodiment is used. Instead, only the configuration in which the auxiliary machine flange 44 of the auxiliary machine case 40 and the mounting pad 12 of the fan case FC are coupled using the bolt 51 and the nut 52 is used. Thereby, the attachment pad 12 and the auxiliary machine flange 44 which are abutted with each other can be more firmly fixed by fastening the bolt 51 and the nut 52. Note that both the mounting surface 44aa of the connecting projection 44a of the accessory flange 44 and the mounting surface 12aa of the connecting projection 12a of the mounting pad 12 are in the radial direction of the opening 43 and the opening 48, that is, the input shaft 27 and the first connecting shaft 11. It is a flat surface extended in the direction orthogonal to the axial center.

  The present invention is not limited to the power generation apparatus 1 shown in the embodiment as an auxiliary machine connected to the engine rotation shaft, and can be similarly applied to, for example, a fuel pump or an oil pump. Further, the engine rotation shaft for connecting the auxiliary machine is not limited to the low pressure shaft 9 shown in the embodiment, but may be the high pressure shaft 7. The engine E may be a single shaft type.

  As described above, the preferred embodiments have been described with reference to the drawings. However, those skilled in the art will readily consider various changes and modifications within the obvious scope by looking at the present specification. Accordingly, such changes and modifications are to be construed as within the scope of the invention as defined by the appended claims.

1,1A Aircraft power generator (auxiliary)
7 High-pressure shaft (engine rotation shaft)
9 Low pressure shaft (engine rotation shaft)
11 First connecting shaft (extraction shaft)
12 Mounting pad 27 Transmission mechanism input shaft (input shaft)
40 Auxiliary machine case 44 Auxiliary machine flange 47 Second cover (cover)
47a Through hole 48 Opening 49 Second seal member (seal member)
50 Clamp band (binding band)
51 bolts
52 Nut (Connector)
BC Body case E Aircraft engine EB Engine body FC Fan case (part of engine body)
R radial direction

Claims (7)

An aircraft engine including an auxiliary machine driven by an engine rotation shaft,
A take-out shaft having a base end portion connected to the engine rotation shaft and extending outward in the radial direction of the engine;
A mounting pad provided on the engine body to which the accessory is mounted;
The mounting pad forms an outer periphery of an opening that penetrates the take-out shaft;
An aircraft engine in which the opening is closed by a cover that passes through the take-out shaft and a seal member that seals between the cover and the take-out shaft.   The aircraft engine according to claim 1, wherein the mounting pad is abutted against an auxiliary machine flange formed on the auxiliary machine and coupled by a coupling tool.   The aircraft engine according to claim 2, wherein the coupler is a coupling band.   The aircraft engine according to claim 2, wherein the coupler includes a bolt and a nut.   The aircraft engine according to any one of claims 1 to 4, wherein the take-out shaft is connected to a low-pressure shaft that forms a part of the engine rotation shaft.   The aircraft engine according to any one of claims 1 to 5, wherein the auxiliary machine is a power generation device.   The aircraft engine according to any one of claims 1 to 6, wherein the take-out shaft is splined to the input shaft of the auxiliary machine.

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